JP7614062B2 - Vehicle collision avoidance support device and vehicle collision avoidance support program - Google Patents

Description

The present invention relates to a vehicle collision avoidance support device and a vehicle collision avoidance support program.

There is known a vehicle collision avoidance support device that performs collision avoidance control to prevent the host vehicle from colliding with an object (target) such as a vehicle or person in front of the host vehicle. The vehicle collision avoidance support device detects the presence of a target in front of the host vehicle based on information acquired by a radar, camera, etc., and performs collision avoidance control such as autonomously stopping the host vehicle if it is determined that the host vehicle may collide with the detected target.

Also, a vehicle collision avoidance support device is known that performs collision avoidance control to prevent the host vehicle from colliding with an oncoming vehicle that is going to pass through an intersection by going straight when the host vehicle turns right at the intersection. This vehicle collision avoidance support device predicts the route that the host vehicle will travel when turning right, and determines whether the host vehicle will collide with an oncoming vehicle that is going to pass through the intersection by going straight based on the predicted route (predicted turning route). However, when performing collision determination using the predicted turning route, the predicted turning route may pass through an oncoming vehicle stopped in the oncoming lane of the road after the host vehicle turns right, and therefore, it may be determined that the oncoming vehicle and the host vehicle will collide, and collision avoidance control may be performed. However, in reality, if the host vehicle makes a normal right turn, it will not collide with an oncoming vehicle on the road after the right turn. Therefore, the execution of such collision avoidance control is unnecessary.

Therefore, a vehicle collision avoidance support device is known that is designed not to execute collision avoidance control during the latter half of a right turn when the vehicle turns right at an intersection, etc. (see, for example, Patent Document 1).

JP 2018-156253 A

When the vehicle makes a right turn at an intersection or the like, there may be a crosswalk on the road ahead, and people may be crossing the crosswalk. However, with the vehicle collision avoidance support device described above, which is designed not to execute collision avoidance control in the latter half of the right turn, collision avoidance control is not executed even if the vehicle collides with a person (pedestrian) crossing the crosswalk, which is inconvenient. This also applies to situations where the vehicle makes a left turn at an intersection or the like.

The object of the present invention is to provide a vehicle collision avoidance support device and a vehicle collision avoidance support program that can avoid the execution of unnecessary collision avoidance control when turning right or left.

The vehicle collision avoidance support device according to the present invention includes a control device. The control device is configured to predict a turning path of the host vehicle when the host vehicle is turning, predict a moving path of a target in front of the host vehicle, and obtain a collision angle at a point where the turning path and the moving path intersect, the collision angle being an amount by which the traveling direction of the host vehicle deviates from a line perpendicular to the moving path. Furthermore, the control device is configured not to execute collision avoidance control for avoiding a collision between the host vehicle and the target when a prohibition condition that the collision angle is equal to or greater than a predetermined collision angle threshold is satisfied, even if a collision condition that the host vehicle may collide with the target is satisfied, and to execute the collision avoidance control when the collision condition is satisfied when the prohibition condition is not satisfied.

The control device is configured to obtain, while the host vehicle is turning, the angle by which the host vehicle has turned around its turning center since starting to turn as the host vehicle turning angle, and to set the predetermined collision angle threshold to a smaller value when the host vehicle turning angle is large compared to when the host vehicle turning angle is small.

When the vehicle makes a right turn at an intersection, etc., the steering angle of the vehicle generally increases gradually from the start of the right turn to the middle of the turn, gradually decreases once the middle of the turn is passed, and becomes zero when the right turn is completed. Therefore, the turning radius of the route the vehicle actually travels when turning right generally decreases gradually from the start of the right turn to the middle of the turn, gradually increases once the middle of the turn is passed, and becomes infinite once the right turn is completed. In other words, once the right turn is completed, the vehicle continues straight ahead.

If the vehicle collides with a target such as a person crossing the road ahead of the right turn, the vehicle will collide with the target just before or after completing the right turn and starting to move straight ahead, so the angle between the vehicle's traveling direction and the target's moving direction when the vehicle collides with the target is approximately 90°. Therefore, generally, until the vehicle is halfway through making the right turn, the angle between the vehicle's traveling direction and the target's moving direction is a value that deviates relatively significantly from 90°, but as the vehicle continues to turn, it gradually approaches 90°, and finally reaches a value close to 90° when the vehicle collides with the target.

Therefore, even if the collision angle obtained based on the predicted turning path is relatively large until the middle of the vehicle's right turn, if it is determined that the collision conditions are met based on the predicted turning path, there is a high possibility that the vehicle will actually collide with the target. However, after the middle of the vehicle's right turn, if the collision angle obtained based on the predicted turning path is relatively large, there is a low possibility that the vehicle will actually collide with the target, even if it is determined that the collision conditions are met based on the predicted turning path. This also applies to situations where the vehicle makes a left turn at an intersection, etc.

According to the present invention, when the prohibition condition that the collision angle is equal to or greater than the predetermined collision angle threshold is satisfied, collision avoidance control is not executed even if the collision condition is satisfied, and the predetermined collision angle threshold is set to a smaller value when the vehicle turning angle is large than when the vehicle turning angle is small. Therefore, even if the collision angle obtained based on the predicted turning path of the vehicle is relatively large until the middle of the right turn of the vehicle, collision avoidance control is executed if it is determined that the collision condition is satisfied based on the predicted turning path. However, after the middle of the right turn of the vehicle, if the collision angle obtained based on the predicted turning path of the vehicle is relatively large, collision avoidance control is not executed even if it is determined that the collision condition is satisfied based on the predicted turning path. Therefore, it is possible to avoid unnecessary execution of collision avoidance control when turning right or left.

In addition, in the vehicle collision avoidance support device according to the present invention, the control device can be configured to predict the turning path of the host vehicle based on the yaw rate of the host vehicle.

According to the present invention, it is possible to predict the turning path of the vehicle based on the yaw rate of the vehicle, which can be obtained from a sensor such as a yaw rate sensor.

In the vehicle collision avoidance support device according to the present invention, the control device may be configured to obtain, as a predicted arrival time, the time that is predicted to be required for the host vehicle to reach the moving path of the target, and to obtain, as a target position, the position of the target relative to the host vehicle when the host vehicle reaches the moving path of the target. In this case, the collision condition is met when the predicted arrival time is equal to or shorter than a predetermined predicted arrival time and the target position is within the width of the host vehicle.

According to the present invention, it is determined whether or not the host vehicle will collide with the target (whether or not the collision condition is established) based on the time (predicted arrival time) that is predicted to be required for the host vehicle to reach the moving path of the target and the position of the target relative to the host vehicle when the host vehicle reaches the moving path of the target (target position). This makes it possible to more accurately determine a collision between the host vehicle and the target.

The vehicle collision avoidance support program according to the present invention is configured to predict a turning path of the host vehicle when the host vehicle is turning, predict a moving path of a target in front of the host vehicle, and obtain a collision angle at a point where the turning path and the moving path intersect, the collision angle being an amount by which the traveling direction of the host vehicle deviates from a line perpendicular to the moving path. Furthermore, the vehicle collision avoidance support program according to the present invention is configured to not execute collision avoidance control for avoiding a collision between the host vehicle and the target when a prohibition condition that the collision angle is equal to or greater than a predetermined collision angle threshold is satisfied, even if a collision condition that the host vehicle may collide with the target is satisfied, and to execute the collision avoidance control when the collision condition is satisfied when the prohibition condition is not satisfied.

The vehicle collision avoidance support program according to the present invention is configured to obtain, while the host vehicle is turning, the angle that the host vehicle has turned around its turning center since starting to turn as the host vehicle turning angle, and to set the predetermined collision angle threshold to a smaller value when the host vehicle turning angle is large compared to when the host vehicle turning angle is small.

According to the present invention, for the same reasons as described above, it is possible to avoid the execution of unnecessary collision avoidance control when turning right or left.

The components of the present invention are not limited to the embodiments of the present invention described below with reference to the drawings. Other objects, other features and associated advantages of the present invention will be easily understood from the description of the embodiments of the present invention.

FIG. 1 is a diagram showing a vehicle collision avoidance support device according to an embodiment of the present invention and a vehicle (host vehicle) on which the vehicle collision avoidance support device is mounted. FIG. 2 is a diagram showing a scene in which the vehicle is turning right at an intersection. FIG. 3 is a diagram showing a scene in which the vehicle is turning left at an intersection. FIG. 4 is a diagram showing the target velocity etc. in the vehicle coordinate system. FIG. 5 is a diagram showing the collision range. FIG. 6 is a diagram showing an actual turning path when the vehicle makes a right turn. FIG. 7 is a diagram showing a predicted turning path and an actual turning path immediately after the host vehicle starts to turn right. FIG. 8 is a diagram showing a predicted turning path and an actual turning path when the host vehicle starts to turn right and then reaches the middle of the right turn. FIG. 9 is a diagram showing a predicted turning path and an actual turning path when the host vehicle starts to turn right and then reaches the middle of the right turn. FIG. 10 is a diagram showing an actual turning path when the vehicle makes a right turn. FIG. 11 is a diagram showing a predicted turning path and an actual turning path immediately after the host vehicle starts to turn left. FIG. 12 is a diagram showing a predicted turning path and an actual turning path immediately after the host vehicle starts to turn left. FIG. 13 is a diagram showing a predicted turning path and an actual turning path when the host vehicle starts to turn left and then reaches the middle of the left turn. FIG. 14 is a diagram showing the relationship between the collision angle, the vehicle turning angle, and the region in which collision avoidance control is not executed. FIG. 15 is a diagram showing the collision angle. FIG. 16 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention.

The vehicle collision avoidance support device according to the embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the vehicle collision avoidance support device 10 according to the embodiment of the present invention is mounted on the vehicle 100. In the following description, the driver of the vehicle 100 will be referred to as "driver DR."

<ECU>
The vehicle collision avoidance support device 10 includes an ECU 90 as a control device. ECU is an abbreviation for electronic control unit. The ECU 90 includes a microcomputer as a main part. The microcomputer includes a CPU, ROM, RAM, non-volatile memory, an interface, etc. The CPU is configured to realize various functions by executing instructions, programs, or routines stored in the ROM.

<Drive device, etc.>
The host vehicle 100 is equipped with a drive device 21, a braking device 22, and a steering device 23.

<Drive unit>
The drive device 21 is a device that outputs a drive torque (drive force) applied to the host vehicle 100 to make the host vehicle 100 travel, and is, for example, an internal combustion engine, a motor, etc. The drive device 21 is electrically connected to the ECU 90. The ECU 90 can control the drive torque output from the drive device 21 by controlling the operation of the drive device 21.

<Braking device>
The braking device 22 is a device, such as a brake device, that outputs a braking torque (braking force) applied to the host vehicle 100 in order to brake the host vehicle 100. The braking device 22 is electrically connected to the ECU 90. The ECU 90 can control the braking torque output from the braking device 22 by controlling the operation of the braking device 22.

<Steering device>
The steering device 23 is a device that outputs a steering torque (steering force) applied to the host vehicle 100 in order to steer the host vehicle 100, and is, for example, a power steering device. The steering device 23 is electrically connected to the ECU 90. The ECU 90 can control the steering torque output from the steering device 23 by controlling the operation of the steering device 23.

<Sensors, etc.>
Furthermore, the vehicle 100 is equipped with an accelerator pedal 31, an accelerator pedal operation amount sensor 32, a brake pedal 33, a brake pedal operation amount sensor 34, a steering wheel 35, a steering shaft 36, a steering angle sensor 37, a steering torque sensor 38, a vehicle momentum detection device 50 and a surrounding information detection device 60.

<Accelerator pedal operation amount sensor>
The accelerator pedal operation amount sensor 32 is a sensor that detects the operation amount of the accelerator pedal 31, and is electrically connected to the ECU 90. The accelerator pedal operation amount sensor 32 transmits information on the detected operation amount of the accelerator pedal 31 to the ECU 90. The ECU 90 obtains the operation amount of the accelerator pedal 31 as the accelerator pedal operation amount AP based on that information. Except when executing collision avoidance control described later, the ECU 90 obtains a required drive torque (required drive force) by calculation based on the accelerator pedal operation amount AP and the traveling speed (host speed) of the host vehicle 100. The required drive torque is a drive torque that is required to be output by the drive device 21. The ECU 90 controls the operation of the drive device 21 so that the required drive torque is output.

<Brake pedal operation amount sensor>
The brake pedal operation amount sensor 34 is a sensor that detects the amount of operation of the brake pedal 33, and is electrically connected to the ECU 90. The brake pedal operation amount sensor 34 transmits information on the detected amount of operation of the brake pedal 33 to the ECU 90. The ECU 90 obtains the amount of operation of the brake pedal 33 as a brake pedal operation amount BP based on that information. The ECU 90 obtains a required braking torque (required braking force) by calculation based on the brake pedal operation amount BP, except when executing collision avoidance control described below. The required braking torque is a braking torque that is required to be output by the braking device 22. The ECU 90 controls the operation of the braking device 22 so that the required braking torque is output.

<Steering angle sensor>
The steering angle sensor 37 is a sensor that detects the rotation angle of the steering shaft 36 relative to the neutral position, and is electrically connected to the ECU 90. The steering angle sensor 37 transmits information on the detected rotation angle of the steering shaft 36 to the ECU 90. The ECU 90 acquires the rotation angle of the steering shaft 36 as the steering angle θ based on the information. In this example, when the steering wheel 35 is rotated clockwise to rotate the steering shaft 36 clockwise, the ECU 90 acquires the steering angle θ having a positive value, and when the steering wheel 35 is rotated counterclockwise to rotate the steering shaft 36 counterclockwise, the ECU 90 acquires the steering angle θ having a negative value. Note that when the steering wheel 35 is in the neutral position, and therefore the steering shaft 36 is in the neutral position, the steering angle θ acquired by the ECU 90 is zero.

<Steering torque sensor>
The steering torque sensor 38 is a sensor that detects the torque input by the driver DR to the steering shaft 36 via the steering wheel 35, and is electrically connected to the ECU 90. The steering torque sensor 38 transmits information on the detected torque to the ECU 90. The ECU 90 acquires the torque input by the driver DR to the steering shaft 36 via the steering wheel 35 (driver input torque TQdr) based on that information.

<Vehicle motion detection device>
The vehicle motion quantity detection device 50 is a device that detects the motion quantity of the host vehicle 100, and in this example, includes a vehicle speed detection device 51, a vertical acceleration sensor 52, a lateral acceleration sensor 53, and a yaw rate sensor .

<Vehicle speed detection device>
The vehicle speed detection device 51 is a device that detects the traveling speed (host vehicle speed) of the host vehicle 100, and is, for example, a wheel speed sensor. The vehicle speed detection device 51 is electrically connected to the ECU 90. The vehicle speed detection device 51 transmits information on the detected vehicle speed of the host vehicle 100 to the ECU 90. The ECU 90 obtains the traveling speed of the host vehicle 100 as the host vehicle speed Vego based on the information.

The ECU 90 calculates the required steering torque based on the steering angle θ, the driver input torque TQdr, and the vehicle speed Vego. The required steering torque is the steering torque that is required to be output from the steering device 23. The ECU 90 controls the operation of the steering device 23 so that the required steering torque is output from the steering device 23.

<Vertical acceleration sensor>
The vertical acceleration sensor 52 is a sensor that detects the acceleration of the host vehicle 100 in the fore-and-aft direction of the host vehicle 100, and is electrically connected to the ECU 90. The vertical acceleration sensor 52 transmits information on the detected acceleration to the ECU 90. The ECU 90 obtains the acceleration of the host vehicle 100 in the fore-and-aft direction of the host vehicle 100 as the vertical acceleration Gx based on the information.

<Lateral acceleration sensor>
The lateral acceleration sensor 53 is a sensor that detects the acceleration of the host vehicle 100 in the width direction of the host vehicle 100, and is electrically connected to the ECU 90. The lateral acceleration sensor 53 transmits information on the detected acceleration to the ECU 90. The ECU 90 obtains the acceleration of the host vehicle 100 in the width direction of the host vehicle 100 as the lateral acceleration Gy based on the information.

<Yaw rate sensor>
The yaw rate sensor 54 is a sensor that detects the yaw rate of the host vehicle 100, and is electrically connected to the ECU 90. The yaw rate sensor 54 transmits information on the detected yaw rate to the ECU 90. The ECU 90 obtains the yaw rate of the host vehicle 100 as the host vehicle yaw rate ω based on the information.

<Peripheral information detection device>
The surrounding information detection device 60 is a device that detects information about the surroundings of the vehicle 100, and in this example, includes a radio wave sensor 61 and an image sensor 62. The radio wave sensor 61 is, for example, a radar sensor (such as a millimeter wave radar). The image sensor 62 is, for example, a camera. The surrounding information detection device 60 may also include a sonic sensor such as an ultrasonic sensor (clearance sonar) or an optical sensor such as a laser radar (LiDAR).

<Radio wave sensor>
The radio wave sensor 61 is electrically connected to the ECU 90. The radio wave sensor 61 transmits radio waves and receives radio waves (reflected waves) reflected by objects such as vehicles and people. The radio wave sensor 61 transmits information (detection results) related to the transmitted radio waves and the received radio waves (reflected waves) to the ECU 90. In other words, the radio wave sensor 61 detects objects present in the vicinity of the vehicle 100 and transmits information (detection results) related to the detected objects (targets) to the ECU 90. The ECU 90 can acquire information (periphery detection information INF_S) related to objects (targets) present in the vicinity of the vehicle 100 based on the information (radio wave information).

<Image sensor>
The image sensor 62 is also electrically connected to the ECU 90. The image sensor 62 captures an image of the periphery of the vehicle 100 and transmits information related to the captured image to the ECU 90. The ECU 90 can obtain information related to the periphery of the vehicle 100 (periphery detection information INF_S) based on the image information.

<Outline of operation of vehicle collision avoidance support device>
Next, an outline of the operation of the vehicle collision avoidance assistance device 10 will be described.

The vehicle collision avoidance support device 10 controls the operation of the drive device 21 and the brake device 22 in such a way that, when the vehicle 100 is turning and a predetermined condition (a collision avoidance prohibition condition described later) related to the steering state of the vehicle 100 is not satisfied, if a collision condition is satisfied that the vehicle 100 may collide with a target present in front of the vehicle 100, collision avoidance control is executed to avoid a collision between the vehicle 100 and the target, and when the vehicle 100 is turning and the above-mentioned predetermined condition is satisfied, collision avoidance control is not executed even if the collision condition is satisfied. Note that, in this example, the vehicle collision avoidance support device 10 executes normal driving control when collision avoidance control is not executed.

<Normal driving control>
The normal driving control is a control that controls the operation of the drive device 21 and the brake device 22 in response to the accelerator pedal operation and the brake pedal operation of the driver DR. Specifically, the normal driving control is a control that controls the operation of the drive device 21 so that a required drive torque (required drive force) set based on the accelerator pedal operation amount AP is output from the drive device 21 when the accelerator pedal operation amount AP is greater than zero, and controls the operation of the brake device 22 so that a required braking torque (required braking force) obtained based on the brake pedal operation amount BP is output from the brake device 22 when the brake pedal operation amount BP is greater than zero.

<Collision Avoidance Control>
On the other hand, the collision avoidance control is a control that forcibly brakes the host vehicle 100 to stop it before colliding with a target, such as a pedestrian crossing a road to the right or left of the road (particularly a crosswalk installed on the road) when the host vehicle 100 is turning right or left at an intersection, etc., regardless of the accelerator pedal operation or brake pedal operation of the driver DR. The collision avoidance control will be described in more detail below.

During operation, the vehicle collision avoidance support device 10 determines whether the host vehicle 100 is turning based on the steering angle θ. If the steering angle θ is greater than zero, the vehicle collision avoidance support device 10 determines that the host vehicle 100 is turning right, and if the steering angle θ is less than zero, the vehicle collision avoidance support device 10 determines that the host vehicle 100 is turning left. If the steering angle θ is greater than zero and if the steering angle θ is less than zero, the vehicle collision avoidance support device 10 determines that the host vehicle 100 is turning and determines that the host vehicle turning condition C1 is satisfied.

In addition, during operation, the vehicle collision avoidance support device 10 performs processing (target detection processing) to detect targets in front of the vehicle 100 based on the surrounding detection information INF_S.

For example, as shown in FIG. 2, when the host vehicle 100 is turning right at the intersection 300 and there is a person (pedestrian 201) walking on the crosswalk in front of the host vehicle 100, the vehicle collision avoidance support device 10 detects the pedestrian 201 as a target by target detection processing. Also, as shown in FIG. 3, when the host vehicle 100 is turning left at the intersection 300 and there is a person (pedestrian 201) walking on the crosswalk in front of the host vehicle 100, the vehicle collision avoidance support device 10 detects the pedestrian 201 as a target by target detection processing.

When the vehicle turning condition C1 is satisfied (i.e., when the vehicle 100 is turning), the vehicle collision avoidance support device 10 detects an object in front of the vehicle 100 and determines (collision determination) whether the vehicle 100 will collide with the detected object (detected object 200). This collision determination is performed as follows.

First, the vehicle collision avoidance support device 10 acquires the moving speed of the detected target 200 at the current time tnow as the target ground speed Vtgt based on the surrounding detection information INF_S, and acquires the target ground speed X component Vtgt_x and the target ground speed Y component Vtgt_y based on the target ground speed Vtgt by calculation according to the following formulas 1 and 2.

Vtgt_x=Vtgt・sinθ…(1)
Vtgt_y=Vtgt・cosθ…(2)

The target ground speed X-component Vtgt_x is the X-axis component of the target ground speed Vtgt at the current time tnow in the vehicle's coordinate system CS at the current time tnow, and the target ground speed Y-component Vtgt_y is the Y-axis component of the target ground speed Vtgt at the current time tnow in the vehicle's coordinate system CS at the current time tnow.

As shown in FIG. 4, the host vehicle coordinate system CS is a coordinate system with the host vehicle reference point 100R as the origin, the width direction of the host vehicle 100 as the X-axis, and the fore-aft direction of the host vehicle 100 as the Y-axis. The host vehicle reference point 100R is the center point of the front end edge 100F of the host vehicle 100 in the width direction of the host vehicle 100. Also, as can be seen from FIG. 4, in the host vehicle coordinate system CS, values to the right or to the right of the origin (host vehicle reference point 100R) are positive values, and values to the left or to the left of the origin (host vehicle reference point 100R) are negative values.

Furthermore, the vehicle collision avoidance support device 10 obtains the host vehicle speed X component Vego_x and the host vehicle speed Y component Vego_y by calculation according to the following equations 3 and 4 based on the host vehicle speed Vego at the current time tnow.

V ego_x = 0 ... (3)
Vego_y=-Vego...(4)

The host vehicle speed X-component Vego_x is the X-axis component of the host vehicle speed Vego at the current time tnow in the host vehicle coordinate system CS of the current time tnow, and the host vehicle speed Y-component Vego_y is the Y-axis component of the host vehicle speed Vego at the current time tnow in the host vehicle coordinate system CS of the current time tnow.

Furthermore, the vehicle collision avoidance support device 10 acquires the target X coordinate Xtgt and the target Y coordinate Ytgt at the current time tnow based on the surrounding detection information INF_S, and acquires the target azimuth angle α and the target distance d by calculation according to the following formulas 5 and 6 based on the target X coordinate Xtgt and the target Y coordinate Ytgt.

α=atan2(Xtgt,Ytgt)…(5)
d=√(Xtgt ² + Ytgt ² ) …(6)

The target X coordinate Xtgt is the X coordinate of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target X coordinate Xtgt represents the position of the detected target 200 at the current time tnow in the width direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

The target Y coordinate Ytgt is the Y coordinate of the detected target 200 in the host vehicle coordinate system CS at the current time tnow. Therefore, the target Y coordinate Ytgt represents the position of the detected target 200 at the current time tnow in the forward/rearward direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

The target azimuth angle α is the angle between the line connecting the vehicle's reference point 100R at the current time tnow and the detected target 200 at the current time tnow and the Y axis in the vehicle's coordinate system CS at the current time tnow. Therefore, the target azimuth angle α represents the azimuth of the detected target 200 at the current time tnow relative to the vehicle's reference point 100R at the current time tnow.

The target distance d is the distance between the vehicle reference point 100R at the current time tnow and the detected target 200 at the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the target distance d represents the distance between the vehicle reference point 100R at the current time tnow and the detected target 200 at the current time tnow.

Then, the vehicle collision avoidance support device 10 obtains the target ground speed Vtgt_cir by performing a calculation according to the following equation 7 based on the target distance d at the current time tnow and the vehicle yaw rate ω at the current time tnow.

Vtgt_cir=-d・ω…(7)

The target peripheral speed Vtgt_cir is the speed at the current time tnow at which the detected target 200 at the current time tnow moves along an arc centered on the vehicle reference point 100R at the current time tnow.

Furthermore, the vehicle collision avoidance support device 10 obtains the target ground speed X-component Vtgt_cir_x and the target ground speed Y-component Vtgt_cir_y by calculation according to the following formulas 8 and 9 based on the target ground speed Vtgt_cir at the current time tnow and the target azimuth angle α at the current time tnow.

Vtgt_cir_x=Vtgt_cir・cosα…(8)
Vtgt_cir_y=-Vtgt_cir・sinα…(9)

The target ground velocity X-component Vtgt_cir_x is the X-axis component of the target ground velocity Vtgt_cir at the current time tnow in the vehicle's coordinate system CS of the current time tnow, and the target ground velocity Y-component Vtgt_cir_y is the Y-axis component of the target ground velocity Vtgt_cir at the current time tnow in the vehicle's coordinate system CS of the current time tnow.

Then, the vehicle collision avoidance support device 10 obtains the target relative velocity X-component Vtgt_rel_x based on the obtained target ground speed X-component Vtgt_x, host vehicle speed X-component Vego_x, and target peripheral ground speed X-component Vtgt_cir_x by calculation according to the following formula 10, and obtains the target relative velocity Y-component Vtgt_rel_y based on the obtained target ground speed Y-component Vtgt_y, host vehicle speed Y-component Vego_y, and target peripheral ground speed Y-component Vtgt_cir_y by calculation according to the following formula 11.

Vtgt_rel_x=Vtgt_x+Vego_x+Vtgt_cir_x…(10)
Vtgt_rel_y=Vtgt_y+Vego_y+Vtgt_cir_y...(11)

The target relative velocity X-component Vtgt_rel_x is the X-axis component of the velocity of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target relative velocity X-component Vtgt_rel_x is the relative velocity of the detected target 200 at the current time tnow in the width direction of the host vehicle 100 with respect to the host vehicle reference point 100R at the current time tnow.

The target relative velocity Y component Vtgt_rel_y is the Y-axis component of the velocity of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target relative velocity Y component Vtgt_rel_y is the relative velocity of the detected target 200 at the current time tnow with respect to the host vehicle reference point 100R at the current time tnow in the longitudinal direction of the host vehicle 100.

Furthermore, the vehicle collision avoidance support device 10 obtains the target intersection angle θtgt by calculation according to the following equation 12 based on the obtained target relative velocity X component Vtgt_rel_x and target relative velocity Y component Vtgt_rel_y.

θtgt=atan2(Vtgt_rel_x,Vtgt_rel_y) …(12)

The target intersection angle θtgt is the angle between the velocity vector of the detected target 200 at the current time tnow and the velocity vector of the host vehicle 100 at the current time tnow in the host vehicle coordinate system CS at the current time tnow.

Furthermore, the vehicle collision avoidance support device 10 obtains the target relative velocity Vtgt_rel by performing a calculation according to the following equation 13 based on the obtained target relative velocity X component Vtgt_rel_x and target relative velocity Y component Vtgt_rel_y.

Vtgt_rel=√(Vtgt_rel_x ² +Vtgt_rel_y ² ) …(13)

The target relative speed Vtgt_rel is the speed (relative speed) of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target relative speed Vtgt_rel is the speed (relative speed) of the detected target 200 at the current time tnow relative to the host vehicle reference point 100R at the current time tnow.

<Predicted turning path>
Then, the vehicle collision avoidance support device 10 acquires a route along which the host vehicle 100 is predicted to travel as a predicted turning route RTego. Specifically, the vehicle collision avoidance support device 10 acquires a turning radius R by calculation according to the host vehicle speed Vego at the current time tnow and the host vehicle yaw rate ω at the current time tnow according to the following formula 14, acquires an X coordinate of the host vehicle reference point 100R at each time t after the current time tnow as a predicted host vehicle X coordinate Xego_cal by calculation according to the turning radius R and the host vehicle yaw rate ω at the current time tnow according to the following formula 15, and acquires a Y coordinate of the host vehicle reference point 100R at each time t after the current time tnow as a predicted host vehicle Y coordinate Yego_cal by calculation according to the turning radius R and the host vehicle yaw rate ω at the current time tnow according to the following formula 16.

R=Vego/ω...(14)
Xego_cal=RR・cosωt…(15)
Yego_cal=R・sinωt…(16)

Each time t after the current time tnow is an integer multiple of a predetermined time (calculation period Δt) from the current time tnow.

The predicted vehicle X coordinate Xego_cal is the X coordinate of the vehicle 100 at a time t after the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the predicted vehicle X coordinate Xego_cal represents the position of the vehicle reference point 100R at a time t after the current time tnow in the width direction of the vehicle 100 based on the vehicle reference point 100R at the current time tnow.

The predicted vehicle Y coordinate Yego_cal is the Y coordinate of the vehicle 100 at a time t after the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the predicted vehicle Y coordinate Yego_cal represents the position of the vehicle reference point 100R at a time t after the current time tnow in the longitudinal direction of the vehicle 100 based on the vehicle reference point 100R at the current time tnow.

The vehicle collision avoidance support device 10 obtains a line connecting the coordinate points defined by the obtained predicted vehicle X coordinate Xego_cal and predicted vehicle Y coordinate Yego_cal as the predicted turning path RTego.

<Predicted movement route>
Furthermore, the vehicle collision avoidance support device 10 acquires a route along which the detected object 200 is predicted to move as a predicted movement route RTtgt. Specifically, the vehicle collision avoidance support device 10 acquires the X coordinate of the detected object 200 at each time t after the current time tnow as a predicted target X coordinate Xtgt_cal by calculation according to the target ground speed Vtgt, target crossing angle θtgt, and target X coordinate Xtgt at the current time tnow according to the following formula 17, and acquires the Y coordinate of the detected object 200 at each time t after the current time tnow as a predicted target Y coordinate Ytgt_cal by calculation according to the target ground speed Vtgt, target crossing angle θtgt, and target Y coordinate Ytgt at the current time tnow according to the following formula 18.

Xtgt_cal=Vtgt・t・sinθ+Xtgt…(17)
Ytgt_cal=Vtgt・t・cosθ+Ytgt…(18)

The predicted target X-coordinate Xtgt_cal is the X-coordinate of the detected target 200 at a time t after the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the predicted target X-coordinate Xtgt_cal represents the position of the detected target 200 at a time t after the current time tnow in the width direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

The predicted target Y coordinate Ytgt_cal is the Y coordinate of the detected target 200 at a time t after the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the predicted target Y coordinate Ytgt_cal represents the position of the detected target 200 at a time t after the current time tnow in the fore-and-aft direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

The vehicle collision avoidance support device 10 obtains the line connecting the coordinate points defined by the obtained predicted target X coordinate Xtgt_cal and predicted target Y coordinate Ytgt_cal as the predicted movement route RTtgt.

Then, when the predicted turning path RTego and the predicted movement path RTtgt intersect in the host vehicle coordinate system CS at the current time tnow, the vehicle collision avoidance support device 10 performs the following processing to determine whether the host vehicle 100 will collide with the detected object 200.

That is, the vehicle collision avoidance support device 10 obtains the predicted arrival time TTC by calculation. The predicted arrival time TTC is the time required for the host vehicle reference point 100R to reach the predicted movement route RTtgt when the host vehicle 100 travels while maintaining the state at the current time tnow. The vehicle collision avoidance support device 10 calculates the predicted arrival time TTC, for example, by dividing the distance traveled by the host vehicle 100 to reach the predicted movement route RTtgt by the host vehicle speed Vego at the current time tnow.

Then, the vehicle collision avoidance support device 10 determines whether the acquired predicted arrival time TTC has been shortened to a predetermined predicted arrival time TTCth.

When the predicted arrival time TTC is shortened to the predetermined predicted arrival time TTCth, the vehicle collision avoidance support device 10 obtains the target distance in the X-axis direction dtgt_x and the target distance in the Y-axis direction dtgt_y for each time t after the current time tnow by calculation according to the following formulas 19 and 20 based on the target relative speed Vtgt_rel, the target intersection angle θtgt, the target X coordinate Xtgt, the target Y coordinate Ytgt, the turning radius R, and the host vehicle yaw rate ω at the current time tnow.

dtgt_x=(Vtgt・t・sinθ+Xtgt−(R−R・cosωt))・cosωt−(Vtgt・t・cosθ+Ytgt−R・sinωt)・sinωt…(19)
dtgt_y=(Vtgt・t・sinθ+Xtgt−(R−R・cosωt))・sinωt+(Vtgt・t・cosθ+Ytgt−R・sinωt)・cosωt…(20)

The target distance in the X-axis direction dtgt_x is the distance in the X-axis direction between the detected target 200 at time t and the vehicle reference point 100R at time t in the vehicle coordinate system CS at time t. Therefore, the target distance in the X-axis direction dtgt_x represents the distance in the width direction of the vehicle 100 between the detected target 200 at time t and the vehicle reference point 100R at time t.

The Y-axis direction target distance dtgt_y is the distance in the Y-axis direction between the detected target 200 at time t and the vehicle reference point 100R at time t in the vehicle coordinate system CS at time t. Therefore, the Y-axis direction target distance dtgt_y represents the distance in the front-rear direction of the vehicle 100 between the detected target 200 at time t and the vehicle reference point 100R at time t.

Then, the vehicle collision avoidance support device 10 predicts the position (target position) of the detected target 200 at the time when the vehicle reference point 100R reaches the point (crossing point Pcross) where the predicted turning path RTego intersects with the predicted movement path RTtgt. In other words, the vehicle collision avoidance support device 10 predicts the position of the detected target 200 relative to the vehicle reference point 100R at the time when the vehicle reference point 100R reaches the predicted movement path RTtgt. Then, the vehicle collision avoidance support device 10 determines whether the predicted position of the detected target 200 is within the collision range RGcol. As shown in FIG. 5, the collision range RGcol is a range between a point Pleft at a predetermined distance dth in one direction from the crossing point Pcross along the predicted movement path RTtgt and a point Pright at a predetermined distance dth in the other direction from the crossing point Pcross along the predicted movement path RTtgt. Additionally, the predetermined distance dth is set to half the vehicle width of the vehicle 100.

In this example, the vehicle collision avoidance support device 10 determines whether the predicted position of the detected target 200 is within the collision range RGcol by determining whether the X-axis target distance dtgt_x at time t when the Y-axis target distance dtgt_y becomes zero is equal to or less than a predetermined distance dth.

If the position of the detected target 200 is within the collision range RGcol, the vehicle collision avoidance support device 10 determines that the host vehicle 100 will collide with the detected target 200, and determines that the collision condition C2 is satisfied. In this example, the vehicle collision avoidance support device 10 determines that the host vehicle 100 will collide with the detected target 200 if the X-axis target distance dtgt_x at the time t when the Y-axis target distance dtgt_y becomes zero is equal to or less than a predetermined distance dth.

The vehicle collision avoidance support device 10 determines that the collision condition C2 is satisfied when the X-axis target distance dtgt_x at time t when the Y-axis target distance dtgt_y becomes zero is equal to or less than a predetermined distance dth. That is, the vehicle collision avoidance support device 10 determines that the collision condition C2 is satisfied when the predicted arrival time TTC is equal to or less than a predetermined predicted arrival time TTCth and the X-axis target distance dtgt_x at time t when the Y-axis target distance dtgt_y becomes zero is equal to or less than a predetermined distance dth. When the vehicle collision avoidance support device 10 determines that the collision condition C2 is satisfied, it starts collision avoidance control unless a collision avoidance prohibition condition C3 described later is satisfied.

When the vehicle collision avoidance support device 10 starts collision avoidance control, it controls the operation of the drive device 21 so that the driving force applied to the host vehicle 100 is zero or less, while controlling the operation of the brake device 22 so that a predetermined braking force is applied to the host vehicle 100. The predetermined braking force is set to a value that can stop the host vehicle 100 just before the predicted travel route RTtgt.

<Collision avoidance prohibition conditions>
When the vehicle 100 turns right, the steering angle of the vehicle 100 gradually increases from the start of the right turn to the middle of the turn, and gradually decreases after the middle of the right turn, and reaches zero when the right turn is completed. Therefore, in general, the turning radius of the route that the vehicle 100 actually travels when turning right (actual turning route RTact) gradually becomes smaller from the start to the middle of the right turn, and gradually becomes larger after the middle of the right turn. After the right turn is completed, the actual turning path RTact becomes infinity. That is, after the right turn is completed, the vehicle 100 moves straight ahead. Therefore, the actual turning path RTact after the right turn of the vehicle 100 is completed is as shown in FIG. The result is a straight line path.

On the other hand, as described above, in this example, the vehicle collision avoidance support device 10 acquires the predicted turning path RTego using the host vehicle yaw rate ω at the current time tnow. Therefore, for example, the predicted turning path RTego acquired by the time the host vehicle 100 reaches the middle of the right turn is a path that passes to the left of the actual turning path RTact in the area of the road to which the right turn is made, as shown in FIG. 7, and tends to deviate from the actual turning path RTact. Also, the predicted turning path RTego acquired when the host vehicle 100 reaches the middle of the right turn is a path that passes to the right of the actual turning path RTact in the area of the road to which the right turn is made, as shown in FIG. 8 and FIG. 9, and tends to deviate from the actual turning path RTact.

As shown in FIG. 7, if the predicted turning path RTego is a path that passes to the left of the actual turning path RTact in the area of the road to which the vehicle is to turn right, even if collision condition C2 is met for a person 202 standing on the sidewalk of the road to which the vehicle is to turn right, the vehicle 100 will not actually collide with the person 202 as long as the right turn is made appropriately. If collision avoidance control is executed in such a situation, it will result in unnecessary execution of collision avoidance control.

As shown in FIG. 8, when the predicted turning path RTego is a path that passes to the right of the actual turning path RTact in the area of the road to which the vehicle is to turn right, even if the collision condition C2 is satisfied for a pedestrian 203 crossing a crosswalk on the road to which the vehicle is to turn right, the vehicle 100 may actually pass by the pedestrian 203. Furthermore, as shown in FIG. 9, when the predicted turning path RTego is a path that passes to the right of the actual turning path RTact in the area of the road to which the vehicle is to turn right, the collision condition C2 may be satisfied for an oncoming vehicle 204 stopped in the oncoming lane of the road to which the vehicle is to turn right. However, as long as the vehicle 100 makes an appropriate right turn, the vehicle 100 will not actually collide with the oncoming vehicle 204. When the collision avoidance control is executed in such a situation, it means that unnecessary execution of the collision avoidance control has been performed.

Similarly, when the vehicle 100 turns left, the steering angle of the vehicle 100 gradually increases from the start to the middle of the left turn, gradually decreases after the middle of the left turn, and becomes zero when the left turn is completed. Therefore, in general, the turning radius of the path that the vehicle 100 actually travels when turning left (actual turning path RTact) gradually decreases from the start to the middle of the left turn, gradually increases after the middle of the left turn, and becomes infinite after the left turn is completed. In other words, after the left turn is completed, the vehicle 100 travels straight. Therefore, the actual turning path RTact after the left turn of the vehicle 100 is completed is a straight path as shown in FIG. 10.

On the other hand, as described above, in this example, the vehicle collision avoidance support device 10 acquires the predicted turning path RTego using the vehicle's yaw rate ω at the current time tnow. Therefore, for example, the predicted turning path RTego acquired by the time the vehicle 100 reaches the middle of the left turn tends to deviate from the actual turning path RTact, as shown in Figures 11 and 12, in the area of the road to the left turn. Also, the predicted turning path RTego acquired when the vehicle 100 reaches the middle of the left turn tends to deviate from the actual turning path RTact, as shown in Figure 13, in the area of the road to the left turn.

As shown in FIG. 11, if the predicted turning path RTego is a path that passes to the right of the actual turning path RTact in the area of the road to which the left turn is to be made, even if the collision condition C2 is met for a pedestrian 205 crossing a crosswalk on the road to which the left turn is to be made, the vehicle 100 may actually pass by the pedestrian 205. Furthermore, as shown in FIG. 12, if the predicted turning path RTego is a path that passes to the right of the actual turning path RTact in the area of the road to which the left turn is to be made, the collision condition C2 may be met for an oncoming vehicle 206 that is stopped in the oncoming lane of the road to which the left turn is to be made, but in reality, the vehicle 100 will not collide with the oncoming vehicle 206 as long as the left turn is made appropriately. If the collision avoidance control is executed in such a situation, it means that unnecessary execution of the collision avoidance control has been performed.

Also, as shown in FIG. 13, if the predicted turning path RTego is a path that passes to the left of the actual turning path RTact in the area of the road to which the left turn is made, even if collision condition C2 is met for a person 207 standing on the sidewalk of the road to which the left turn is made, the vehicle 100 will not actually collide with the person 207 as long as the left turn is made appropriately. If collision avoidance control is executed in such a situation, it will result in unnecessary execution of collision avoidance control.

Here, if the vehicle 100 collides with a person (pedestrian) crossing the road after turning right, the vehicle 100 will collide with the pedestrian just before or after completing the right turn and starting to move straight ahead, so the angle between the driving direction of the vehicle 100 and the moving direction of the pedestrian when the vehicle 100 collides with the pedestrian is approximately 90°. Therefore, in general, until the vehicle 100 is halfway through making the right turn, the angle between the driving direction of the vehicle 100 and the moving direction of the pedestrian is a value that is relatively far from 90°, but as the vehicle 100 continues to turn, it gradually approaches 90°, and finally reaches a value close to 90° when the vehicle 100 collides with the pedestrian.

Therefore, if the execution of collision avoidance control is prohibited when the angle between the driving direction of the vehicle 100 and the moving direction of the pedestrian is in the area indicated by the symbol AREA in FIG. 14 from when the vehicle 100 starts turning until the turning is completed, unnecessary execution of collision avoidance control can be prevented. In the graph shown in FIG. 14, the horizontal axis is the collision angle θcol, and the vertical axis is the vehicle turning angle θego.

When the vehicle turning condition C1 is satisfied, the vehicle collision avoidance support device 10 obtains the driving direction (predicted driving direction Dego) of the vehicle 100 at the intersection point Pcross as shown in FIG. 15, and obtains the angle between the predicted driving direction Dego and a line (orthogonal line Lper) that intersects perpendicularly with the predicted movement path RTtgt as the collision angle θcol. Note that FIG. 15 (A) shows the collision angle θcol that is generally obtained from when the vehicle 100 starts to turn right until it reaches the middle of the right turn, and FIG. 15 (B) shows the collision angle θcol that is generally obtained after the middle of the right turn of the vehicle 100.

The vehicle collision avoidance support device 10 determines whether the collision angle θcol is equal to or greater than a predetermined value (collision angle threshold θcol_th) while the host vehicle turning condition C1 is satisfied (i.e., while the host vehicle 100 is turning). In addition, the vehicle collision avoidance support device 10 changes the collision angle threshold θcol_th according to the host vehicle turning angle θego while the host vehicle turning condition C1 is satisfied (i.e., while the host vehicle 100 is turning).

Specifically, the vehicle collision avoidance support device 10 calculates the vehicle turning angle θego based on the vehicle yaw rate ω and the calculation period Δt using the following formula 21.

θego=Σω・Δt…(21)

The vehicle collision avoidance support device 10 may calculate the distance (unit travel distance L) traveled by the host vehicle 100 during the calculation period Δt based on the host vehicle speed Vego, the calculation period Δt, and the acceleration a of the host vehicle 100 using the following formula 22, and may calculate the host vehicle turning angle θego based on the unit travel distance L and the turning radius R using the following formula 23.

L=Vego・Δt−(a・Δt) ² /2…(22)
θego=ΣL/R…(23)

The vehicle collision avoidance support device 10 then sets the collision angle threshold θcol_th to a smaller value as the host vehicle turning angle θego increases. In this example, when the host vehicle turning angle θego is zero, the vehicle collision avoidance support device 10 sets the collision angle threshold θcol_th to an initial value greater than zero, and when the host vehicle turning angle θego is 90°, the vehicle collision avoidance support device 10 sets the collision angle threshold θcol_th to zero or a value slightly greater than zero.

Then, when the collision angle θcol is equal to or greater than the collision angle threshold θcol_th, the vehicle collision avoidance assistance device 10 determines that the collision avoidance prohibition condition C3 is satisfied.

When the collision avoidance prohibition condition C3 is satisfied, the vehicle collision avoidance support device 10 does not execute collision avoidance control even if the collision condition C2 is satisfied. Of course, if the collision condition C2 is satisfied when the collision avoidance prohibition condition C3 is not satisfied, the vehicle collision avoidance support device 10 executes collision avoidance control.

＜Effects＞
The above is an overview of the operation of the vehicle collision avoidance support device 10. According to the vehicle collision avoidance support device 10, the collision angle threshold θcol_th is changed in accordance with the host vehicle turning angle θego. This makes it possible to avoid unnecessary execution of collision avoidance control when the host vehicle 100 turns right or left.

<Modification 1>
The vehicle collision avoidance support device 10 may be configured to set the predetermined predicted arrival time TTCth to a small value instead of not executing collision avoidance control when the collision angle θcol is equal to or greater than the collision angle threshold θcol_th. This also makes it possible to avoid unnecessary execution of collision avoidance control when the host vehicle 100 turns right or left.

<Modification 2>
Furthermore, the vehicle collision avoidance support device 10 may be configured to limit the detected objects for which the predicted movement path RTtgt is calculated to the detected objects 200 whose target ground speed Vtgt is greater than zero and equal to or less than a predetermined speed. In other words, the vehicle collision avoidance support device 10 may be configured to subject only the detected objects 200 whose target ground speed Vtgt is greater than zero and equal to or less than a predetermined speed to the collision avoidance control.

<Specific Operation of Vehicle Collision Avoidance Assistance Device>
Next, a description will be given of an example of a specific operation of the vehicle collision avoidance support device 10. The CPU of the ECU 90 of the vehicle collision avoidance support device 10 executes the routine shown in Fig. 16 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts processing from step 1600 of the routine shown in Fig. 16, advances the processing to step 1605, and determines whether or not the host vehicle turning condition C1 is satisfied.

If the CPU judges "Yes" in step 1605, it proceeds to step 1610 and determines whether collision condition C2 is satisfied.

If the CPU judges "Yes" in step 1610, the process proceeds to step 1615, where the CPU calculates the host vehicle turning angle θego. The host vehicle turning angle θego here is the host vehicle turning angle θego from when the host vehicle turning condition C1 is satisfied to the present time.

Next, the CPU proceeds to step 1620 and sets the collision angle threshold θcol_th based on the vehicle turning angle θego calculated in step 1615.

Then, the CPU proceeds to step 1625 and calculates the collision angle θcol. The CPU then proceeds to step 1630 and determines whether or not the collision avoidance prohibition condition C3 is satisfied based on the collision angle θcol obtained in step 1625 and the collision angle threshold θcol_th set in step 1620.

If the CPU judges "Yes" in step 1630, it proceeds directly to step 1695 and ends this routine without executing collision avoidance control.

On the other hand, if the CPU determines "No" in step 1630, the process proceeds to step 1635 and executes collision avoidance control. Next, the CPU proceeds to step 1695 and ends this routine.

If the CPU judges "No" in step 1605 or judges "No" in step 1610, the CPU proceeds directly to step 1695 and ends this routine. In this case, collision avoidance control is not executed.

The above is an example of the specific operation of the vehicle collision avoidance support device 10.

The present invention is not limited to the above embodiment, and various modifications can be made within the scope of the present invention.

10...vehicle collision avoidance support device, 21...drive device, 22...braking device, 35...steering wheel, 37...steering angle sensor, 51...vehicle speed detection device, 54...yaw rate sensor, 60...peripheral information detection device, 61...radio wave sensor, 62...image sensor, 90...ECU, 100...own vehicle, 200...detected object

Claims (4)

predicting a turning path of the host vehicle while the host vehicle is turning, and predicting a moving path of a target ahead of the host vehicle;
acquiring a collision angle at a point where the turning path and the moving path intersect, the collision angle being an amount by which a traveling direction of the host vehicle deviates from a line perpendicular to the moving path;
When a prohibition condition that the collision angle is equal to or greater than a predetermined collision angle threshold is satisfied, even if a collision condition that the host vehicle may collide with the target is satisfied, collision avoidance control for avoiding a collision between the host vehicle and the target is not executed,
When the prohibition condition is not satisfied, the collision avoidance control is executed if the collision condition is satisfied.
In a vehicle collision avoidance support device having a control device configured as described above,
The control device includes:
During the turning of the host vehicle, an angle that the host vehicle has turned around a turning center since the host vehicle started turning is acquired as a host vehicle turning angle;
When the host vehicle turning angle is large, the predetermined collision angle threshold is set to a smaller value than when the host vehicle turning angle is small.
It is configured as follows:
Vehicle collision avoidance assistance device. 2. The vehicle collision avoidance support device according to claim 1,
The control device is configured to predict a turning path of the host vehicle based on a yaw rate of the host vehicle.
Vehicle collision avoidance assistance device. 3. The vehicle collision avoidance support device according to claim 1,
the control device is configured to acquire, as a predicted arrival time, a time predicted to be required for the host vehicle to arrive at a moving path of the target, and to acquire, as a target position, a position of the target relative to the host vehicle when the host vehicle arrives at the moving path of the target,
The collision condition is satisfied when the predicted arrival time is equal to or shorter than a predetermined predicted arrival time and the target position is within a width range of the host vehicle.
Vehicle collision avoidance assistance device. predicting a turning path of the host vehicle while the host vehicle is turning, and predicting a moving path of a target ahead of the host vehicle;
acquiring a collision angle at a point where the turning path and the moving path intersect, the collision angle being an amount by which a traveling direction of the host vehicle deviates from a line perpendicular to the moving path;
When a prohibition condition that the collision angle is equal to or greater than a predetermined collision angle threshold is satisfied, even if a collision condition that the host vehicle may collide with the target is satisfied, collision avoidance control for avoiding a collision between the host vehicle and the target is not executed,
When the prohibition condition is not satisfied, the collision avoidance control is executed if the collision condition is satisfied.
In the vehicle collision avoidance assistance program configured as described above,
During the turning of the host vehicle, an angle that the host vehicle has turned around a turning center since the host vehicle started turning is acquired as a host vehicle turning angle;
When the host vehicle turning angle is large, the predetermined collision angle threshold is set to a smaller value than when the host vehicle turning angle is small.
It is configured as follows:
Vehicle collision avoidance assistance program.

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